Connecting and accessory drive means for separate internal combustion engines

ABSTRACT

An internal combustion engine and vehicle drive assembly including two separate engines connected together with an accessory drive output through an intermediate housing supporting the engines in a connected relationship. The intermediate housing supports and aligns the engines while providing for the mounting of a coupling output shaft underneath and lateral to connected crankshafts of the separate engines. A splined coupling member connecting the respective crankshafts within the intermediate housing includes means for providing the drive output driving engine accessories which can be mounted upon the intermediate housing. This arrangement accommodates the use of a single water pump and oil pump in conjunction with a single oil sump to respectively cool and lubricate the connected engines.

United States Patent [191 Hufstader 1 CONNECTING AND ACCESSORY DRIVEMEANS FOR SEPARATE INTERNAL COMBUSTION ENGINES [75] Inventor: Gibson 0.Hufstader, Utica, Mich.

[73] Assignee: General Motors Corporation,

Detroit, Mich.

[22] Filed: Sept. 27, 1973 [21] Appl. No.: 401,391

[ 1 Dec. 10, 1974 Primary Examiner-lrwin C. Cohen AssistantExaminerAl1en M. Ostrager Attorney, Agent, or FirmCharles R. Engle 5 7]ABSTRACT An internal combustion engine and vehicle drive assemblyincluding two separate engines connected together with an accessorydrive output through an intermediate housing supporting the engines in aconnected relationship. The intermediate housing supports and aligns theengines while providing for the mounting of a coupling output shaftunderneath and lateral to connected crankshafts of the separate engines. A splined coupling member connecting the respective crankshaftswithin the intermediate housing includes means for providing the driveoutput driving engine accessories which can be mounted upon theintermediate housing. This arrangement accommodates the use of a singlewater pump and oil pump in conjunction with a single oil sump torespectively cool and lubricate the connected engines.

9 Claims, 7 Drawing Figures u use 10 m4 PATENTE sum NF 4 sum 2 OF 4%PATENTED DEC 10 I974 sum 3 or 4 PATENTEUUH: 10 mm Fig. 4

CONNECTING AND ACCESSORY DRIVE MEANS FOR SEPARATE INTERNAL COMBUSTIONENGINES This invention relates to means for coupling two separateinternal combustion engines and for providing a drive output therefromand more specifically to a structure for-connecting two separate rotaryengines while also providing for an accessory drive means whereby theaccessories may be mounted upon an intermediate housing supporting theengines and enclosing the connecting means.

Mounting of internal combustion engines within vehicle enginecompartments continuously poses a problem with respect to the mountingof engine driven accessories. With the advent of air conditioning andadditional engine driven components for the comfort of vehicleoccupants, the problem of mounting engine accessories within an enginecompartment have become magnified. Additionally, with regardspecifically to rotary combustion engines, use of more than two rotorsseverely complicates the provision of necessary crankshaft supportingbearings including the required sealing and assembly thereof.

The present invention makes use of an intermediate housing to align andsupport two separate internal combustion engines in a connectedrelationship. In preferred form, the intermediate housing is formedincluding a flange aligning with an end plate flange of the respectiveengines for connecting the intermediate housing to the respectiveengines thereby securing the engines together. The separate internalcombustion engines are completely assembled with sufficient boltsthrough their end plate flange to retain them in assembled relationship.The end plate flanges accommodate positioning dowel pins and additionalmachine screws for rigidly securing the engines to the intermediatehousing in aligned relationship. Of course, it is obvious that thealigning dowel pins can either be secured to the engine flange or to theintermediate housing flange so as to insure proper alignment between themating members. Use of dowel pins to align the intermediate housing withthe engines has particular application to rotary internal combustionengines. The connected engines, of course, can be of either single ormultiple rotor design. in the assembly of rotary internal combustionengines, it is common practice to use dowel pins to insure properalignment of the rotor housing and the respective end housings. Withrespect to the structure of the present invention, these commonly useddowel pins can be also utilized to align the intermediate housings withtheir respective engines and they can be lengthened to accomplish thisresult if necessary. in the assembly of the rotary housing and therespective end housings, relatively long through bolts are insertedthrough aligned apertures in the respective housing members and thebolts are torqued a predetermined degree to rigidly secure the memberstogether. Advantage of this method of assembly is taken in the securingof the intermediate housing to the engines. A predetermined number ofthe through bolts are torqued to secure the engines in assembledrelationship and a remaining predetermined number of apertures throughthe aligned housing members are left vacant for receipt of a somewhatlonger through bolt which rotatably engages an aligned aperture in theflange of the intermediate housing. Clearance apertures in theintermediate housing flange are provided to receive the extending endsof the engine assembly bolts. Therefore, with this arrangement anassembled engine can be aligned with the intermediate housing by virtueof the extended dowel pins being received in precisely located aperturesin the intermediate housing flange and the remaining longer throughbolts being inserted and torqued to rigidly secure the assemblytogether.

The intermediate housing is essentially in the form of a box with opensides defined by the securing flanges. The respective engine crankshaftsextend into the intermediate housing and include male splined surfaceson their terminating ends. A splined coupling member is positioned overthe crankshaft ends and provides a driving connection therebetween byvirture of the mating splines. An accessory drive sprocket is secured toor is integral with the external surface of the splined coupling and inthis manner provides a driving connection to accessories mounted withinthe intermediate box as well as any accessories that may be mounted onthe exterior surface thereof. The splined coupling driving sprocket canengage a cog belt or a chain to drive the engine accessories. Since thechain or cog belt provides a positive drive relationship engagement withdriven engine distributor sprockets, a positive driving relationshipbetween the distributors and the engine crankshafts is provided so thata timed relationship is maintained therebetween.

In an assembled relationship, the intermediate housing positively alignsand supports the respective engines. One outer end of the connectedcrankshafts is coupled through a sprocket, driving a chain to alaterally disposed transmission assembly having an output shaftextending parallel to the longitudinal axis of the connectedcrankshafts. The transmission output shaft is connected to aconventional bevel gear box which in turn is drivingly connected to acoupling shaft rotatably mounted in the intermediate housing below theconnected crankshafts. The coupling shaft is rotatably supported in aposition such that its longitudinal axis is substantially normal to thelongitudinal axis of the connected crankshafts. The other end of thecoupler shaft connects with a bevel gear drive output to vehicle wheelaxles. The other outer end of the connected crankshafts can haveaccessory drive pulleys mounted thereon such as, for example, a pulleydriving power steering and air conditioning systems along with a secondpulley driving a water pump to supply coolant to the interconnectedengines.

By connecting separate internal combustion engines via an intermediatehousing, the present invention insures positive support and alignment ofthe connected engines while simultaneously providing a simple andeconomical means of mounting and driving engine accessories. Also theutilization of a transmission having an output shaft parallel to theinterconnected crankshafts allows a coupler shaft to be rotatablymounted in the intermediate housing to supply power from thetransmission to driven vehicle axles. A further advantageous result ofthe present invention resides in the fact that a single oil sump can beused in conjunction with a single oil pump to provide lubrication toboth engines. Likewise a single water pump can be used to supply coolantto both of the engines, one of the coolant lines being optionallymounted in the oil sump thereby cooling the oil while supplying coolantto one of the engines.

Accordingly, a prime object of this invention is the provision of a newand improved means of interconnecting separate internal combustionengines.

Another object of this invention is the provision of a crankshaftcoupling member having means thereon for driving engine accessories. 7

A further object of this invention is the provision of an intermediatehousing member rigidly connected to two separate internal combustionengines so as to structurally support thein in a connected relationship.

A still further object of this invention is the provision of anintermediate housing member rigidly supporting connected internalcombustion engines while also including means to positively positionthem in an aligned relationship.

Another object of this invention is the provision of an intermediatehousing member connecting separate internal combustion engines togetherin aligned relationship while simultaneously enclosing a crankshaftconnecting member having accessory drive means thereon which isdrivingly connected to a plurality of engine accessories mounted uponthe intermediate housing.

A further object of this invention is the provision of connectedinternal combustion engines having their crankshafts connected togethervia a splined coupling and being rigidly supported in an alignedrelationship by means of an interconnected member, one outer end of theconnected crankshafts being utilized to drive adjacent accessories, theother outer end of the connected crankshafts being drivingly connectedto a transmission assembly having an output shaft with its axis parallelto that of the connected crankshafts and being drivingly engaged with acoupling output shaft rotatably mounted in the intermediate housingbelow the connected crankshafts for drivingly connecting thetransmission output shaft with driven vehicle axles.

Another object of this invention is the provision of separate internalcombustion engines being rigidly supported by an'intermediate housingmember with their crankshafts drivingly connected by means of a splinedcoupling member within the intermediate housing, a single oil pump andsump assembly being provided to supply lubricant to both of theconnected engines and a single water pump being utilized to supplycoolant to both of the connected engines.

The novel features which I believe to be characteristic of my inventionare set forth with particularity in the appended claims. My inventionitself, however, both as to its organization and method of operation,may be best understood by reference to the following description takenin connection with the accompanying drawings in which:

FIG. 1 is a top plan view illustrating two separate internal combustionengines connected together via an intermediate housing as provided inaccordance with the present invention.

FIG. 2 is a bottom plan view illustrating utilization of a single oilsump and water pump to supply lubricant and coolant to the separateinterconnected engines.

FIG. 3 is a fragment of a magnified top plan view illustrating means ofinterconnecting the separate engine crankshafts of my invention.

FIG. 4 is a sectional view taken on line 4-4 of FIG. 3 illustrating theaccessory drive arrangement of my invention.

FIG. 5 is an end plan view of the intermediate housing of my invention.

FIG. 6 is a perspective view of the splined coupling of my inventionutilized to interconnect the separate engine crankshafts.

FIG. 7 is a perspective view of a modified splined coupling of myinvention.

The intermediate housing structure utilized to connect separate internalcombustion engines and the accessory drive arrangement from a memberconnecting the separate crankshafts of the present invention can be usedin conjunction with internal combustion engines of any type, suchstructure being specifically shown in an arrangement connectingrotaryengines primarily for purposes of description only.

Referring to FIG. 1, which is a top view of an engine assembly inaccordance with my invention, two separate rotary engines 10 and 12 areshown connected together by a predetermined number of through bolts 13threadably engaging or otherwise secured to an intermediate housing 14.The engine crankshafts are connected together within housing 14 as willlater be described. The outer end 16 of the crankshaft in engine 10supports an accessory drive pulley assembly 18 that can be connected bya belt 20 to drive various accessories such as a vehicle airconditioning compressor, a

. power steering pump and a water pump, an air conditioning compressor22 only being shown in FIG. 1. A starter 23 engages a conventional ringgear 25.

The outer end 24 of the crankshaft in engine 12 connects with a belt orchain drive unit 26 of a conventional transmission unit 28 including anoutput shaft having a longitudinal axis 30 parallel to a longitudinalaxis 32 of the connected engine crankshafts. The transmission outputshaft connects with a coupler shaft assembly 34, shown in FIG. 3, whichhas a longitudinal axis 36 substantially perpendicular to thetransmission shaft axis 30 and is connected thereto through adiagrammatically illustrated conventional bevel gear box 38. The shaft34 is a structural part of the present invention and is connected tovehicle drive axles 40 and 42 via an axle gear box 44, as shown inFIG. 1. The intermediate housing 14 can be configured to have any numberof engine accessories mounted thereon, engine compartment space beingthe major limiting factor. Clusters of accessories 46 and 47 are shownmounted on the housing 14 in FIG. 1, this mounting arrangement beinglater described in detail.

Referring now to FIG. 2, which is a bottom view of the engine assembly,a sump 48 is utilized to collect transmission fluid for supply to theconventional transmission assembly 28. The rotary engine 10 has a singleoil sump 50, common to both engines and containing a single oil pump,not shown. The sump 50 supplies oil to the oil pump for lubricating bothengines and receives returning oil from engine 12 through a conduit 52.A relatively small collector 54 is attached to the underneath side ofengine 12 for collecting oil to be returned through the conduit 52 tooil sump 50. A conventional transmission fluid cooler assembly 56 isattached underneath engine 12. A water pump 58 is secured to engine 10and is driven by the outer end 16 of the connected crankshafts. Thewater pump 58 supplies coolant to engine 10 through a conduit 60 andsimultaneously supplies coolant to engine 12 through a conduit 62 whichis disposed within oil sump 50 for simultaneously cooling the oil.

Referring to FIG. 3, the outer end 16 of crankshaft 64 within engine hasa splined portion 66 slidably receiving a like splined portion 68 on thepulley assembly 18. The pulley assembly 18 can include a first pul- Iley section 70 integral with an engine counterbalance weight 71 andproviding a driving connection to accessories mounted adjacent the endof engine 10 and can further include a second pulley section 72 likewisesuitable for use in driving accessories mounted adjacent the end ofengine 10. The water pump assembly 58 is mounted near the crankshaft end16 and can be driven by the pulley assembly 18 pressurizing coolant forsupply to both of the engines 10 and 12.

The crankshaft 64 terminates in a splined portion 74, at its other end76, which drivingly engages a bracket 78 secured to the crankshaft end76 by means of a securing block 80 and a machine bolt 82. An enginecounter-balance weight 79 is integral with the bracket 78. The bracket78 also has a splined portion 84 on an external surface thereof.

Engine 12 includes a crankshaft 86 having an end 88 formed with asplined portion 90 on the exterior surface thereof. A driving sleevemember 92, having internalsplines 94, is slidably positioned upon thespline portion 90 of crankshaft 86 providing a driving connectiontherebetween. The sleeve 92 is secured to end 88 of crankshaft 86 by amachine bolt 96 and includes an external splined portion 98. The engines10 and Rare secured together via the aforementioned intermediate housing14 which will be specifically described later in detail. The housing 14specifically aligns engines 10 and 12 relative to one another so thatthe longitudinal axis of the crankshafts 64 and 86 are precisely alignedon the longitudinal axis 32 as shown in FIG. 3. The crankshafts 64 and86 slidably receive a splined coupling member 100 which containsinternal splined portions 102 and 104 respectively engaging splines 84and 98 of bracket 78 and sleeve 92. It is obvious that these splinedsurfaces may be reversed on the respective members to obtain the drivingconnection. The coupling member 100 includes an integral sprocket 106which drivingly engages a cog type belt 108, for providing a drivingconnection to a plurality of engine accessories.

The aforementioned coupler shaft assembly 34 is positioned withinintermediate housing 14 for rotation underneath and laterally to thepreviously described longitudinal axis 32 of the connected crankshafts64 and 86. The coupler shaft assembly 34 includes a stub shaft 110rigidly supporting a bevel gear 112 providing a power transmittingconnection to the conventional bevel gear box 38. The coupler shaftassembly 34 also includes a second stub shaft 114 which is likewiserotatably supported within the intermediate housing 14 to provide adrive connection through a bevel gear 116 to .the axle gear box 44. Anintermediate coupling shaft 118 is disposed between the stub shafts 110,114 and is drivingly connected to them via a splined sleeve 120 at eachend thereof which engages male splined surfaces 122 on the stub shaftsand male splined surfaces 124 on the stub shaft ends. The coupler shaftassembly 34 can readily be disassembled by removing a spring lockingring 126 from a groove 128 in the male splined surfaces 122 of therespective stub shafts. Removal of the spring ring 126 provides forsliding movement of the sleeves 120 upon the splined surfaces releasingthe intermediate coupling shaft 118 from the assembly.

With reference to FIG. 4, the cog belt 108 engages external teeth 128 onthe sprocket 106 which, in preferred form, is integral with the splinedcoupling member 100. In this manner, the aligned connected crankshaftsdrive the belt 108 which in turn provides power to a plurality ofaccessories. Specifically, the belt 108 leaves the right hand side ofsprocket 106, passes around an idler sprocket 130, and moves upwardly todrivingly engage a distributor sprocket 132. The belt passes thedistributor 132 out of intermediate housing 14 and engages a drivenpulley 134 of an alternator assembly 136 from which it moves underneathand into positive engagement with a second distributor drive pulley 138.The belt 108 then continues to drivingly engage an air injectionrecirculating pump pulley 140 from which it passes downwardly within theintermediate housing 14 for engagement with an oil pump driving pulley142. The teeth 144 on the cog belt 108 engage mating teeth 129 on thedriving sprocket of the splined coupling member 100 as well as matingteeth 146 on the respective distributor drive sprockets 132 and 138. Theengagement of these mating teeth between the cog belt 108 and thedistributor drive sprockets provide a positive driving relationshipbetween the engine crankshafts 64 and 86 via the splined coupling 100and teeth 129 on sprocket 106 so that the distributors can be positivelytimed to provide proper engine operation. In other words, the firing ofthe engines ignition system can be precisely timed through the cog beltin relation to rotation of the pistons within the rotary engines 10 and12. More specifically, with respect to connecting two twin rotor enginestogether, applicant has determined that it is desirable to position theplane of the crankshaft throws of one of the engines 10 or 12 90 out ofphase with the plane of the throw of the crankshaft of the other engine10 or 12 when connecting them together via the splined coupling member100. This 90 out of phase relationship provides for a combined smootherperformance of the two connected dual rotor engines. The out of phaserelationship would be optimized for other engine combinations. It wouldbe at an optimum angle providing minimum engine cranking torquerequirements by phasing the rotors so that the compression strokes donot occur simultaneously. Also the engine phasing angle lowers thetorque in the drive train by evening the firing pulses so that minimumdrive strength and consequently drive component sizes can be used.Another factor in determining the optimum angle is that of engine noiselevel. All of these factors would be considered in arriving at the phaseangle between the engines for a particular installation.

With reference now to FIG. 5, an end view of the intermediate housing 14is shown. The housing 14 is configured to present a flange 150conforming to the flanges of the engine housings 152 utilized to securethe rotary engines 10 and 12 in assembled relationship. As shown in FIG.3 with respect to engine 10, the through bolts 13 utilized to secure theend housings 152 and 154 to a rotor housing 156 can be utilized tosecure the separate assembled engines to the respective end flanges 150of intermediate housing 14, the identical arrangement being used tosecure engine 12 to housing 14 but not being shown. The end flanges 150of intermediate housing 14 are drilled to include a predetermined numberof larger diameter holes 158 receiving bolts head 13' of through bolts13 in the assembled engines so that flange 150 directly engages asimilar flange on the engines 10 and 12. A predetermined number ofremaining smaller bolt holes 160 are provided in the flange 150 forsnugly receiving slightly longer through bolts 13 for securing theengine to the intermediate housing 14. As shown in FIG. 3, the boltheads 13 engage the inner surface of flange 150 when nut 13" is torqueddown to secure the engines 10 and 12 against respective flanges 150 ofhousing 14. The engagement between the engine flanges and flanges 150structurally adds to the rigidity of the assembly.

Alignment of the respective engines in connected relationship is, ofcourse, essential to insure precise connection of the alignedcrankshafts. Precise engine alignment'with the intermediate housing 14is accomplished by making use of dowel pins in apertures 162 and 164which are also used to align the end housing members 152 and 154relative to rotor housing 156. Of course, it is not necessary to utilizethese presently used dowel pins to obtain the desired alignment. Dowelpins can be positioned at any convenient location in the engaging endflanges between respective assembled engines and intermediate housing 14to accomplish such alignment.

By making'use of the engine assembly through bolts to secure theintermediate housing to the engine end housings, a rigid fastening ofthese members can readily be accomplished by specifically positioningthe bolts to provide the most beneficial structural results. Aspreviously mentioned, the through bolts required to engage theintermediate housing flange must necessarily be of a longer length thanthose normally used to maintain the engine in assembled relationship. Byprelocating the securing holes 160 in the flange 150 ofintermediatehousing 14 it is only necessary to remove the standard through boltsfrom the assembled engine and insert the longer bolts 13 in order torigidly secure the engine to the intermediate housing. The intermediatehousing has an accessory supporting bracket 166 welded thereon. Thebracket can be of any form suitable for supporting a plurality ofaccessories. Asshown, the bracket 166 includes a first distributorsupporting slot 168, an alternator supporting arm l70-and a seconddistributor supporting slot 172.

FIG. 6 is a perspective view of the splined coupling member 100 and bestillustrates the sprocket 106 comprising teeth 129 on the exteriorthereof. The splined coupling member as previously mentioned includesinternal splines 102 and 104 for providing a driving engagement with therespective male spline surfaces 84 and 98 on bracket 78 and sleeve 92providing a positive driving connection between the aligned crankshafts64 and 86. The splined coupling member 100 can include timing marks 174and 176 which can be located in predetermined positions for timing theignition of the respective engines 10 and 12. Also marks 178 and 180 canbe provided on the coupling 100 for alignment with mating marks on thecrankshafts to establish the desired phase angle therebetween. Thesplined coupling member 100 can further include an engine balance weight182 so as to provide smoother operation of the connected engines.

A modified form of the splined sleeve coupling 100 is shown in FIG. 7.In this form, two accessory drive sprockets 106' and 106" are positionedadjacent each end of the sleeve for engaging respective accessory cogdrive belts 108 and 108' as shown in FIG. 1. With this arrangement acluster of accessories 46 can be mounted on the right side of housing 14for engine 10 and a second cluster of accessories 47 can be mounted onthe left side of housing 14 for engine 12.

While I haveshown and described a particular embodiment of my inventionit will, of course, be understood that various modifications andalternative constructions thereof may be made without departing from thetrue spirit and scope of my invention and that I intend by the appendedclaims to cover all such modifications and alternative constructions asfall within the true spirit and scope of my invention.

I claim:

1. An internal combustion engine assembly including two separate enginesdrivingly connected with their respective crankshafts in axial alignmentcomprising: a coupling member positioned intermediate the alignedcrankshafts and providing a driving connection therebetween; accessorydriving means on the exterior surface of said coupling member; aplurality of engine accessories; mounted with their respective drivenmembers coplanar with said accessory driving means; means providing adriving connection between said accessory drive means and said drivenmeans; an intermediate housing member secured to the respective enginehousings fastening them together and enclosing said crankshaft couplingmember; means extending between said engines and said intermediatehousing maintaining the engines in alignment; and an outer end of oneengine crankshaft being drivingly connected with a vehicle transmissionassembly providing an output fromthe engine assembly.

2. A rotary internal combustion engine assembly including two separaterotary engine assemblies drivingly connected with their respectivecrankshafts in axial alignment comprising: a coupling member positionedintermediate the aligned crankshafts and providing a driving connectiontherebetween; said crankshafts being positioned to place the engines outof phase for smoother operation when said coupling member is connectedto said crankshafts; accessory belt driving means on the exteriorsurface of said coupling member; a plurality of engine accessoriesmounted with their respective driven pulleys coplanar with saidaccessory belt driving means; an endless driving belt placed upon saidbelt driving means and saiddriven pulleys following a circuitous pathcircumferentially around said crankshaft coupling member; anintermediate housing member secured to the respective two rotor enginehousings fastening them together and enclosing said crankshaft couplingmember; means extending between said engines and said intermediatehousing maintaining the engines in alignment; said intermediate housingincluding apertures permitting the ingress and egress of said belt fordriving the accessories mounted exteriorly of said intermediate housing;and an outer end of one engine crankshaft being drivingly connected witha vehicle transmission assembly providing an output from the rotaryengine assembly.

3. A four rotor internal combustion engine and vehicle drive assemblycomprising in combination: two separate two rotor engines; anintermediate housing member connecting said engines together andsupporting them with their crankshafts in axial alignment; a pluralityof dowel pins extending between said intermediate housing and saidengines maintaining them in alignment; a splined coupling memberdisposed within said intermediate housing drivingly connecting saidcrankshafts in a 90 out of phase relationship; a drive pulley integralwith said coupling member on its outer periphery; a plurality of engineaccessories mounted with their respective driven pulleys coplanar withsaid drive pulley; an endless belt placed upon said drive pulley andsaid plurality of driven pulleys providing a driving connectiontherebetween; said intermediate housing including apertures permittingthe ingress and egress of said belt for driving the accessories mountedexteriorly of said housing; a second driving pulley assembly mounted onan outer end of one of said coupled crankshafts; at least one engineaccessory mounted with its driven pulley coplanar with said seconddriving pulley; anendless belt disposed upon said pulleys providing adriving connection therebetween; a third driving means mounted on theother outer end of said connected crankshafts; a transmission assembly;means drivingly connecting said transmission assembly with saidcrankshaft third driving means; a coupling shaft rotatably mounted insaid intermediate housing; means on one end of said coupling shaftdrivingly connecting it with said transmission; and means on the otherend of said coupling shaft drivingly connecting it with a vehicle axleproviding a driving connection therebetween.

4. A four rotor internal combustion engine and vehicle drive assembly asdescribed in claim 3 wherein a common oil sump is located under oneengine only and 'is connected to supply lubricant to both engines.

5 A four rotor internal combustion engine and vehicle drive assembly asdescribed in claim 3 wherein a water pump is driven from one end of theconnected crankshafts and supplies coolant to both engines, the flow toone engine being direct while the flow to the second engine isthroughthe oil sump.

6. A four rotor internal combustion engine and vehicle drive assembly asdescribed in claim 3 wherein said drive pulley is located adjacent oneend of said coupling member for driving the accessories of one engineand a second drive pulley is located adjacent the other end of saidcoupling member for driving the accessories of the other connectedengine.

7. A four rotor internal combustion engine and vehicle drive assembly asdescribed in claim 3 wherein said drive pulley integral with saidsplined coupling member and said accessory driven pulleys are sprocketsand said endless belt is a cog belt providing a driving connectiontherebetween.

8. A four rotor internal combustion engine and vehicle drive assemblycomprising in combination: two separate two rotor engines; anintermediate housing member connecting said engines together in aback-to-front relationship and supporting them with their crankshafts inaxial alignment; a plurality of dowel pins extending between saidintermediate housing and said engines maintaining them in alignment; asplined coupling member disposed within said intermediate housingdrivingly connecting said crankshafts in a 90 out of phase relationship;a cog drivepulley integral with said coupling member on its outerperiphery; a plurality of engine accessories mounted on the exterior ofsaid intermediate housing with their respective driven pulleys coplanarwith said cog drive pulley; engine balance weights secured to saidcoupling member; an endless cog belt disposed upon said drive pulley andsaid plurality of driven pulleys providing a driving connectiontherebetween in a circuitous path about said coupling member; saidintermediate housing including apertures permitting the ingress andegress of said belt for driving the accessories mounted on saidintermediate housing; a second driving pulley mounted on an outer end ofone of said coupled crankshafts; a plurality of engine accessoriesmounted on one of said two rotor engines with their driven pulleyscoplanar with said second driving pulley; an endless belt disposed uponsaid pulleys providing a driving connection therebetween; a thirddriving means mounted on the other outer end of said connectedcrankshafts; a transmission assembly including an output shaft parallelto said coupled crankshafts; means drivingly connecting saidtransmission assembly with said crankshaft third driving means; acoupling shaft rotatably mounted in said intermediate housingsubstantially normal to said crankshafts and said transmission outputshaft; a coupling shaft rotatably mounted in said intermediate housingbelow said crankshafts; a beveled gear assembly drivingly connectingsaid transmission output shaft with said coupling shaft; a beveled gearassembly drivingly connecting said coupling shaft with vehicle axlesproviding a driving connection therebetween; an oil sump being providedin connection with one of said two rotor engines and being in fluidconnection with both of said rotor engines for supplying lubricantthereto; a gear type oil pump in fluid communication with said oil sumpproviding positive lubricant circulation to .said engines; and a waterpump having two outlets being driven from said second driving pulleymounted on the outer end of one of said coupled crankshafts supplyingcoolant directly to one of said two rotor engines .while the coolant tothe second two rotor engine passes through the oil sump.

9. A rotary internal combustion engine assembly including two separaterotary engine assemblies drivingly connected with their respectivecrankshafts in axial alignment comprising: a coupling member positionedintermediate the aligned crankshafts and providing a driving connectiontherebetween; said crankshafts being positioned to place the engines outof phase for smoother operation when said coupling member is connectedto said crankshafts; accessory belt driving means on the exteriorsurface of said coupling member; a plurality of engine accessoriesmounted with their respective driven pulleys coplanar with saidaccessory belt driving means; an endless driving belt placed upon saidbelt driving means and said driven pulleys following a circuitous pathcircumferentially around said crankshaft coupling member; anintermediate housing,

member secured to the respective rotary engine housings fastening themtogether and enclosing said crankshaft coupling member; means extendingbetween said engines and said intermediate housing maintaining theengines in alignment; oppositely facing flanges on said intermediatehousing engaging respective mating flanges on the engine housings forfastening them together; said intermediate housing flanges containingapertures of sufficient size receiving through bolts maintaining theengines assembled, the apertures providing for mating engagement of saidrespective flanges; said intermediate housing flanges also containingapertures receiving slightly lengthened through bolts extending througheach engine housing and respective intermediate housing flanges forsecuring the engines to said intermediate housing; said intermediatehousing including apertures permitting the ingress and egress of saidbelt for driving the accessories mounted exteriorly of said intermediatehousing; and an' outer end of one engine crankshaft being drivinglyconnected with a vehicle transmission assembly providing an output fromthe rotary engine assembly.

1. An internal combustion engine assembly including two separate enginesdrivingly connected with their respective crankshafts in axial alignmentcomprising: a coupling member positioned intermediate the alignedcrankshafts and providing a driving connection therebetween; accessorydriving means on the exterior surface of said coupling member; aplurality of engine accessories mounted with their respective drivenmembers coplanar with said accessory driving means; means providing adriving connection between said accessory drive means and said drivenmeans; an intermediate housing member secured to the respective enginehousings fastening them together and enclosing said crankshaft couplingmember; means extending between said engines and said intermediatehousing maintaining the engines in alignment; and an outer end of oneengine crankshaft being drivingly connected with a vehicle transmissionassembly providing an output from the engine assembly.
 2. A rotaryinternal combustion engine assembly including two separate rotary engineassemblies drivingly connected with their respective crankshafts inaxial alignment comprising: a coupling member positioned intermediatethe aligned crankshafts and providing a driving connection therebetween;said crankshafts being positioned to place the engines out of phase forsmoother operation when said coupling member is connected to saidcrankshafts; accessory belt driving means on the exterior surface ofsaid coupling member; a plurality of engine accessories mounted withtheir respective driven pulleys coplanar with said accessory beltdriving means; an endless driving belt placed upon said belt drivingmeans and said driven pulleys following a circuitous pathcircumferentially around said crankshaft coupling member; anintermediate housing member secured to the respective two rotor enginehousings fastening them together and enclosing said crankshaft couplingmember; means extending between said engines and said intermediatehousing maintaining the engines in alignment; said intermediate housingincluding apertures permitting the ingress and egress of said belt fordriving the accessories mounted exteriorly of said intermediate housing;and an outer end of one engine crankshaft being drivingly connected witha vehicle transmission assembly providing an output from the rotaryengine assembly.
 3. A four rotor internal combustion engine and vehicledrive assembly comprising in combination: two separate two rotorengines; an intermediate housing member connecting said engines togetherand supporting them with their crankshafts in axial alignment; aplurality of dowel pins extending between said intermediate housing andsaid engines maintaining them in alignment; a splined coupling memberdisposed within said intermediate housing drivingly connecting saidcrankshafts in a 90* out of phase relationship; a drive pulley integralwith said coupling member on its outer periphery; a plurality of engineaccessories mounted with their respective driven pulleys coplanar withsaid drive pulley; an endless belt placed upon said drive pulley andsaid plurality of driven pulleys providing a driving connectiontherebetween; said intermediate housing including apertures permittingthe ingress and egress of said belt for driving the accessories mountedexteriorly of said housing; a second driving pulley assembly mounted onan outer end of one of said coupled crankshafts; at least one engineaccessory mounted with its driven pulley coplanar with said seconddriving pulley; an endless belt disposed upon said pulleys providing adriving connection therebetween; a third driving means mounted on theother outer end of said connected crankshafts; a transmission assembly;means drivingly connecting said transmission assembly with saidcrankshaft third driving means; a coupling shaft rotatably mounted insaid intermediate housing; means on one end of said coupling shaftdrivingly connecting it with said transmission; and means on the otherend of said coupling shaft drivingly connecting it with a vehicle axleproviding a driving connection therebetween.
 4. A four rotor internalcombustion engine and vehicle drive assembly as described in claim 3wherein a common oil sump is located under one engine only and isconnected to supply lubricant to both engines.
 5. A four rotor internalcombustion engine and vehicle drive assembly as described in claim 3wherein a water pump is driven from one end of the connected crankshaftsand supplies coolant to both engines, the flow to one engine beingdirect while the flow to the second engine is through the oil sump.
 6. Afour rotor internal combustion engine and vehicle drive assembly asdescribed in claim 3 wherein said drive pulley is located adjacent oneend of said coupling member for driving the accessories of one engineand a second drive pulley is located adjacent the other end of saidcoupling member for driving the accessories of the other connectedengine.
 7. A four rotor internal combustion engine and vehicle driveassembly as described in claim 3 wherein said drive pulley integral withsaid splined coupling member and said accessory driven pulleys aresprockets and said endless belt is a cog belt providing a drivingconnection therebetween.
 8. A four rotor internal combustion engine andvehicle drive assembly comprising in combination: two separate two rotorengines; an intermediate housing member connecting said engines togetherin a back-to-front relationship and supporting them with theircrankshafts in axial alignment; a plurality of dowel pins extendingbetween said intermediate housing and said engines maintaining them inalignment; a splined coupling member disposed within said intermediatehousing drivingly connecting said crankshafts in a 90* out of phaserelationship; a cog drive pulley integral wiTh said coupling member onits outer periphery; a plurality of engine accessories mounted on theexterior of said intermediate housing with their respective drivenpulleys coplanar with said cog drive pulley; engine balance weightssecured to said coupling member; an endless cog belt disposed upon saiddrive pulley and said plurality of driven pulleys providing a drivingconnection therebetween in a circuitous path about said coupling member;said intermediate housing including apertures permitting the ingress andegress of said belt for driving the accessories mounted on saidintermediate housing; a second driving pulley mounted on an outer end ofone of said coupled crankshafts; a plurality of engine accessoriesmounted on one of said two rotor engines with their driven pulleyscoplanar with said second driving pulley; an endless belt disposed uponsaid pulleys providing a driving connection therebetween; a thirddriving means mounted on the other outer end of said connectedcrankshafts; a transmission assembly including an output shaft parallelto said coupled crankshafts; means drivingly connecting saidtransmission assembly with said crankshaft third driving means; acoupling shaft rotatably mounted in said intermediate housingsubstantially normal to said crankshafts and said transmission outputshaft; a coupling shaft rotatably mounted in said intermediate housingbelow said crankshafts; a beveled gear assembly drivingly connectingsaid transmission output shaft with said coupling shaft; a beveled gearassembly drivingly connecting said coupling shaft with vehicle axlesproviding a driving connection therebetween; an oil sump being providedin connection with one of said two rotor engines and being in fluidconnection with both of said rotor engines for supplying lubricantthereto; a gear type oil pump in fluid communication with said oil sumpproviding positive lubricant circulation to said engines; and a waterpump having two outlets being driven from said second driving pulleymounted on the outer end of one of said coupled crankshafts supplyingcoolant directly to one of said two rotor engines while the coolant tothe second two rotor engine passes through the oil sump.
 9. A rotaryinternal combustion engine assembly including two separate rotary engineassemblies drivingly connected with their respective crankshafts inaxial alignment comprising: a coupling member positioned intermediatethe aligned crankshafts and providing a driving connection therebetween;said crankshafts being positioned to place the engines out of phase forsmoother operation when said coupling member is connected to saidcrankshafts; accessory belt driving means on the exterior surface ofsaid coupling member; a plurality of engine accessories mounted withtheir respective driven pulleys coplanar with said accessory beltdriving means; an endless driving belt placed upon said belt drivingmeans and said driven pulleys following a circuitous pathcircumferentially around said crankshaft coupling member; anintermediate housing member secured to the respective rotary enginehousings fastening them together and enclosing said crankshaft couplingmember; means extending between said engines and said intermediatehousing maintaining the engines in alignment; oppositely facing flangeson said intermediate housing engaging respective mating flanges on theengine housings for fastening them together; said intermediate housingflanges containing apertures of sufficient size receiving through boltsmaintaining the engines assembled, the apertures providing for matingengagement of said respective flanges; said intermediate housing flangesalso containing apertures receiving slightly lengthened through boltsextending through each engine housing and respective intermediatehousing flanges for securing the engines to said intermediate housing;said intermediate housing including apertures permitting the ingress andegress of said belt for driving the accessories mounted exteriorly ofsaid intermediAte housing; and an outer end of one engine crankshaftbeing drivingly connected with a vehicle transmission assembly providingan output from the rotary engine assembly.